Devon Station Multimodal Access Study - Planning Concepts for Safe Pedestrian and Bicycle Mobility - Delaware Valley ...
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April 2021 Devon Station Multimodal Access Study Planning Concepts for Safe Pedestrian and Bicycle Mobility
Devon Station
Multimodal Access Study
Planning Concepts for Safe Pedestrian and Bicycle Mobility
CONTENTS
Executive Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 1 – Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Chapter 2 – Recent Planning Initiatives. . . . . . . . . . . . . . . . . . . . . . . . . 13
Chapter 3 – Existing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Chapter 4 – Pedestrian and Bicycle Facility Types. . . . . . . . . . . . . . . . . . 45
Chapter 5 – Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Chapter 6 – Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
i
List of Figures List of Tables
Figure 1 Devon Station Area with Selected Recommendations. . 2 Table 1 Paoli/Thorndale Line Service Information. . . . . . . . 19
Figure 2 Focus Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Table 2 Directional Traffic Counts . . . . . . . . . . . . . . . . . 22
Figure 3 Devon Station Regional Context . . . . . . . . . . . . . . 9 Table 3 Esri Tapestry Segmentation (2019). . . . . . . . . . . . . . . . . . . . . . 35
Figure 4 Easttown Township Pedestrian and Bicycle Mobility Map. . . . . . . 15 Table 4 Business Summary by NAICS Codes (2019) . . . . . . . . . . . . . . . . 38
Table 5 Location Quotient by NAICS Codes (2019). . . . . . . . . . . . . . . . . 39
Figure 5 Aerial View of Devon Station . . . . . . . . . . . . . . . 18
Table 6 Retail Property Analytics (April 2020). . . . . . . . . . . . . . . . . . . . 40
Figure 6 SEPTA Paoli/Thorndale Regional Rail Line Stations . 18 Table 7 Devon Station Area Retail Leakage and Surplus (2019). . . . . . . . . 41
Figure 7 Devon Station Area with Points of Interest. . . . . . . 21 Table 8 Devon Station Area Retail Leakage and Surplus by Industry (2019) . 42
Figure 8 Devon Station Park-and-Ride Passenger Table 9 Office Property Analytics (April 2020) . . . . . . . . . . . . . . . . . . . 43
Origins (2018). . . . . . . . . . . . . . . . . . . . . . . . . 24 Table 10 Transit-Supportive Land Uses in the Easttown Township
Zoning Ordinance, with Selected Zoning Districts . . . . . . . . . . . 56
Figure 9 Ten-Minute Walkshed. . . . . . . . . . . . . . . . . . . . 25 Table 11 Nontransit-Supportive Land Uses in the Easttown Township
Figure 10 Station Area Walkshed with Nonmotorized Zoning Ordinance, with Selected Zoning Districts . . . . . . . . . . . 56
Access Assets and Barriers . . . . . . . . . . . . . . . . 27
Figure 11 Bicyclist Design User Profiles. . . . . . . . . . . . . . . 28
Figure 12 Bicycle Level of Traffic Stress (LTS). . . . . . . . . . . . 29
Figure 13 Devon Station Area Land Use . . . . . . . . . . . . . . . 30
Figure 14 Devon Station Area Land Use Map. . . . . . . . . . . . 31
Figure 15 Devon Station Area Existing Zoning. . . . . . . . . . . 31
Figure 16 Means of Transportation to Work for Residents of the
Devon Station Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure 17 Housing Units by Number of
Units in Structure, Devon Station Area. . . . . . . . . . . . . . . . . . . 37
Figure 18 Housing Costs as a Percentage of Household Income, 19333
ZIP Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 19 Comprehensive Station Area Recommendations. . . 53
Figure 20 Potential Redevelopment Sites in Devon Center. . . 55
Figure 21 Mobility and Access Focus Areas. . . . . . . . . . . . . 59
Figure 22 Station South Mobility and Access Challenges . . . . 61
Figure 23 Station South Conceptual Improvements . . . . . . . 63
Figure 24 N. Waterloo Road Mobility and Access Challenges . 65
Figure 25 N. Waterloo Road Intersection
Reconfiguration Concepts. . . . . . . . . . . . . . . . . 67
Figure 26 Extension Concept . . . . . . . . . . . . . . . . . . . . . 68
Figure 27 Right-Out Concept . . . . . . . . . . . . . . . . . . . . . 69
Figure 28 Roundabout Concept. . . . . . . . . . . . . . . . . . . . 70
Figure 29 Driveway Separation Concept. . . . . . . . . . . . . . .72
Figure 30 Lancaster Avenue Mobility and Access Challenges . 75
Figure 31 Lancaster Avenue Conceptual Improvements . . . . 77
Figure 32 Berkley Road Mobility and Access Challenges . . . . 79
Figure 33 Berkley Road Conceptual Improvements . . . . . . . 81
ii
Executive Summary
The Devon Station Mulitmodal Access
Study was conducted by the Delaware Valley
Regional Planning Commission (DVRPC)
in collaboration with the Southeastern
Pennsylvania Transportation Authority
(SEPTA), the Chester County Planning
Commission (CCPC), and Easttown Township.
Study Area
The study area includes Devon Station and the
mix of commercial and residential properties
found within the half-mile radius of the
station. Devon Station is located on the Paoli/
Thorndale Line of the SEPTA Regional Rail
network. This service links Easttown Township
to Center City Philadelphia and other
suburban communities in Chester, Delaware,
and Montgomery counties. Many passengers
from neighboring Tredyffrin Township also
utilize Devon Station. The station is also a
key feature of the Devon Center commercial
district on Lancaster Avenue (U.S. Route 30),
which is notably also home to the Devon Devon Station’s inbound platform and historic station building.
Horse Show and new retail destinations.
character and form of nearby development Township followed this up with a request for
Project Goals and Background cater to auto traffic rather than support transit technical assistance from DVRPC to explore
The project goals were to analyze the use. Sense of place is also inconsistent while safer routes to Devon Station and to determine
station area, develop concepts that improve traveling along Route 30 near the station, other ways to enhance the station area. In
walking and biking access to the station, despite nearby historic and cultural assets undertaking this study as part of its FY2020
and recommend land use strategies that and stable residential neighborhoods. Finally, Work Program, DVRPC sought to build on
complement the rail facility. According to its planning efforts are further complicated by Easttown’s recommendations and collaborate
Fiscal Year (FY) 2021 Capital Budget, SEPTA a mix of owners, including Amtrak and the with municipal, county, and transit partners
intends to improve and restore the Devon Pennsylvania Department of Transportation to advance their shared goals. The study
Station building and platforms in future (PennDOT). team also solicited input from residents and
years; however, access is currently difficult reviewed ideas from prior and concurrent
for pedestrians and bikes, calling for more Easttown officials responded to these planning efforts to formulate the concepts
immediate interventions.1 concerns by setting clear objectives in the and recommendations presented in this
2018 update to the Township’s Comprehensive document. These concepts can guide future
In the larger station area, all travelers face Plan. Among them were improving pedestrian decisions around transportation facilities,
mobility constraints due to the challenging and cyclist mobility, establishing a clear land use, and the connections between them
arrangement of parking lots, driveways, and vision for redevelopment in Devon Center, as the Township and its partners continue to
neighboring streets. Furthermore, the existing and making Route 30 a Complete Street. The invest in the Devon Center district.
Devon Station Multimodal Access Study | 1
Figure 1: Devon Station Area with Selected Recommendations
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Existing Sidewalk New Sidewalk Bus Stop Enhancement
0 500 FT
2 | Delaware Valley Regional Planning Commission
Station Area Conditions
Through the course of the project, the SEPTA should also evaluate the potential for including Devon’s slow population growth,
study team identified and confirmed many complementary uses on station land. lack of housing diversity and affordability,
conditions that inhibit safe nonmotorized and municipal land use regulations that
circulation within the station area. DVRPC’s Full Americans with Disabilities Act (ADA) discourage transit-supportive development.
park-and-ride data indicates that about half compliance at Devon Station necessitates Although market conditions indicate that
of the passengers who park at Devon Station the construction of high-level platforms and the area may be suitable for new types of
actually drive from walkable or bikeable modifications to the existing pedestrian housing and businesses, zoning changes and
distances. Some of the barriers that limit tunnel. A comprehensive station upgrade an intentional approach to redevelopment
users’ interest or ability to walk or bike include should consider new configurations to the would help transition the station area from
connectivity gaps in the street network, lack Waterloo Road tunnel that create space for a more auto-centric landscape to a walkable
of pedestrian facilities or low-stress bikeways all modes. SEPTA should work with Amtrak residential, retail, and employment district.
surrounding and on the station site, and to assess the tunnel’s historic value and
intersection designs that neglect or endanger determine how preservation and accessibility A transit-oriented development (TOD)
pedestrians and cyclists. Creating a hospitable goals can work in concert. To assist bicycle framework that concentrates new
environment for walking and biking to transit commuters, covered bicycle parking should be development around Devon Station, while
can invite more travelers to use the station added to the north side of the station near the also expanding safe multimodal facilities, can
without adding congestion to local roadways, outbound platform. enable local residents and workers to drive
and without needing to provide more parking. less and walk, bike, or take mass transit more
Moreover, the entire Easttown community— Pedestrian and Bicycle Corridors often. Transit-supportive uses include
even those who do not regularly use transit— In the 2018 Comprehensive Plan, Easttown medium- to high-density residences, offices,
can benefit from safer streets. Investments identified several roads in Devon as priority civic and educational institutions, retail,
like new or wider sidewalks, trails, traffic corridors for pedestrian access and bicycle and services. Commercial uses should cater
calming, street trees, and lighting also help mobility. To the extent possible, sidewalks to convenience goods; service needs; and
communities stay vibrant, promote healthy should wrap around the entire station leisure preferences of residents, employees,
lifestyles, and attract more private investment. property along Waterloo Road and Lancaster and transit passengers. Retail must serve
Avenue; and signage, pavement markings, the surrounding population, be aligned with
Recommendations and other treatments can be used to safely area incomes, and be visible. Many transit-
In this report, the study team offers many designate shared or dedicated space for supportive uses are prohibited by zoning near
recommendations that respond to challenges cyclists on streets that approach the station. Devon Station. At the same time, some zoning
present at the station site and on adjacent If sidewalks cannot be constructed on both provisions allow many transit-nonsupportive
roadways and properties. They incorporate sides of these priority roadways, crosswalks uses, such as “big box” stores, strip malls, and
physical improvements to the rail facility and should be provided to link pedestrians gas stations. An amendment to the Township
nearby streets, as well as changes to the mix of to the segments that do have sidewalks. Code to incorporate the new Devon Center
land uses and the form of the neighborhood’s Coordination with PennDOT to study reduced district would position the properties around
built environment and sense of place. Some speed limits on major arterials and collector the station to better accommodate
recommendations are shown in Figure 1 on roads nearest to the station and Devon Center transit-supportive uses. In general, land use
the facing page. would promote a safer walking and biking controls near rail stations should encourage
environment in highly trafficked areas. mixed-use development at higher densities
Station Site Improvements by right, with lower parking ratios and more
Transit-Supportive Land Use and affordable housing choices. Chester County
Within the station footprint, there is a general
Development recommends building heights of at least 3.5
need to reduce driveways, better organize
stories and a minimum of six dwelling units
vehicle paths, create safe pedestrian and The local and county vision for Devon is
per acre (du/ac) near transit, and a standard
bicycle paths, and preserve and rehabilitate a thriving, mixed-use Suburban Center.
of seven to 15 du/ac in Suburban Centers. The
the historic building. In advance of full design, A variety of obstacles hinder that vision, intensity of development should be highest
Devon Station Multimodal Access Study | 3
near the station and existing commercial uses, are frequently employed to introduce visitors Focus Area 2: N. Waterloo Road
then taper off to create appropriate transitions to a recognizable place and attract pedestrian The N. Waterloo Road focus area extends
to the surrounding neighborhoods traffic, often with the additional benefit of from the tunnel to just north of Highland
slowing associated vehicle traffic. New and Avenue and includes the complex intersection
Although the Coronavirus disease 2019 improved elements that bring thematic with the station’s north driveway and Station
(COVID-19) pandemic has slowed real consistency and a more inviting environment Avenue. The intersection alignment and
estate transactions and development plans, to the streets and spaces that comprise Devon width make turning movements difficult and
Devon’s location along Lancaster Avenue and Center could include decorative lampposts create vehicle conflicts. Furthermore, there
proximity to the SEPTA station ensure that and banners, commemorative art pieces or are no sidewalks, crosswalks, or comfortable
the area will remain an attractive place to live, interactive installations, wayfinding signs or bicycle routes nearby, and the narrow tunnel
work, and visit. The older and aging population structures, historical markers, additional tree precludes pedestrian access. The study
in Easttown suggests potential for compact cover, gazebos or other seating areas, and team proposes sidewalks on the west side of
senior living communities in close proximity parklets or pocket parks. Waterloo Road and the east side of Station
to new retail and transit. Townhouses, condos, Avenue, new marked crosswalks, bicycle
apartments, and small-lot detached homes Taken together, improvements to the station pavement markings, and a fully compatible
could appeal to moderate-income buyers, site, multimodal corridors, land use mix, bike shoulder on the east side of Waterloo
empty nesters, and young professionals. Low and sense of place can contribute to greater Road. In addition, four concepts provide
retail vacancies in Devon suggest that the area livability in the Devon Station Area. options to reconfigure the intersection and
could absorb more services, such as sellers of driveway for improved safety, including an
specialty foods, pet items, clothing, and gifts, Focus Area Improvements extended corner buffer, a channelized exit
as well as fitness studios, salons, and cafes. The DVRPC team also pinpointed four focus with access restrictions on Station Avenue, a
More high-quality offices could round out the areas in which to prioritize improvements that roundabout, and separated station entrance
existing local inventory. Consequently, the target safety and access issues. The focus and exit driveways.
adoption of a new vision and updated zoning areas represent strategic locations where the
will allow Easttown to proactively shape current conditions present conspicuous Focus Area 3: Lancaster Avenue
Devon’s dynamic future. barriers for pedestrians and cyclists as they The Lancaster Avenue focus area includes the
travel to Devon Station. The focus areas, shown stretch of Route 30 between Fairfield and
Placemaking in Figure 2, are briefly summarized below. Valley Forge roads. Challenges include
Placemaking is the process by which public the corridor’s width and multiple business
spaces can be reimagined to better support Focus Area 1: Station South driveways, inconsistent sidewalk network
the communities that use them. Improving and bus stop amenities, lack of crossings and
The Station South focus area includes the
the sense of place around Devon Station could bikeways, and minimal placemaking elements.
main parking lot on the south side of the
better distinguish the neighborhood for its Recommended treatments are a road diet,
platform and the driveways on Lancaster
focal location, historic value, festive equestrian consolidation of business driveways, complete
Avenue and Waterloo Road. The parking
heritage, and importance as a crossroads sidewalks on the full length of Route 30 in
lot layout creates conflicts among all travel
of residential life and commercial activity. Devon Center, intersection improvements at
modes. There are also no formal areas for
Seating, vegetation, and lighting are some Waterloo Road, and ADA-compliant bus stops.
passenger drop-off and pick-up, along with
features that could make the Devon Station
critical pedestrian gaps. Recommendations
Area a more inviting place. Successful places Focus Area 4: Berkley Road
include closing the diagonal driveway,
are also well maintained in order to provide The Berkley Road focus area includes the
realigning the west driveway, expanding
a sense of safety and active life—meaning blocks from just west of Waterloo Road
parking, adding a crosswalk to Devon Park
that they are kept clean and have regularly to the Township line at Valley Forge Road.
Court, and using a traffic island to create a
scheduled activities and events. Gateway Berkley Road separates Devon Center’s
new internal circulation pattern.
treatments, roadside signage, and public art commerical properties from the residential
4 | Delaware Valley Regional Planning Commission
Figure 2: Focus Areas
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Devon Station Multimodal Access Study | 5
SEPTA passengers access Devon Station’s inbound platform from the parking area near Waterloo Road.
areas to the south. Here, pedestrians Implementation
encounter sidewalk gaps and no marked The Devon Station Multimodal Access Study of the specific interventions that deal with
crosswalks. Moreover, there is no formal space, is a planning study and offers aspirational road safety and nonmotorized transportation
signage, or markings to guide bicycle traffic. guidance to DVRPC’s municipal, state, and facilities may be eligible for specialized grants
Proposed improvements are a complete transit partners for creating a more walkable from federal, state, or nonprofit entities, such
sidewalk network, marked crossings, and and bikeable station area in the years ahead. as the Federal Highway Administration’s
a neighborhood greenway that explicitly Implementating these recommendations will Highway Safety Improvement Program, the
encourages bicycle use. Additionally, gateway require ongoing coordination and decision Pennsylvania Transportation Alternatives
treatments would clearly signal the transition making from all partners, including Easttown Set-Aside Program, and People For Bikes
between residential neighborhoods and the Township, SEPTA, and PennDOT. Community Grants.
commercial district as travelers enter and exit
Devon Center. Ultimately, the concepts and policies that are Easttown, SEPTA, and Chester County should
pursued will depend on stakeholders’ capacity continue to collaborate with one another and
and priorities. Some recommendations relevant parties to explore and take on the
may be piloted or tested and adapted after strategies that are most opportune and of
iterative feedback from residents and other highest priority to ensure that Devon Station
relevant individuals and agencies. Funding users can travel safely, across all modes, and
for certain improvements may be secured to develop Devon Center into a well-rounded
through annual capital budgeting, while some place to live, work, and play.
6 | Delaware Valley Regional Planning CommissionChapter 1 – Introduction
Chapter 1
Introduction
This chapter introduces the study
purpose and provides background
information about the project,
including the station area boundaries
and the composition of the
stakeholder advisory committee.
Chapter 1 also describes the four
guiding principles that informed
the project team’s research and
recommendations.
Devon Station Multimodal Access Study | 7Introduction
Devon Station is one of two SEPTA Regional Amtrak owns the station property, and private
Rail stations in Easttown Township, linking residents and companies own adjacent
the community to Center City Philadelphia properties and land.
and suburban areas of Chester, Delaware, and
Montgomery counties via the Paoli/Thorndale Improving pedestrian and cyclist mobility and
Line. The station is also a key destination charting a deliberate path to redevelopment
in Devon Center, a commercial district that in Devon Center were key themes to emerge
straddles Lancaster Avenue (U.S. Route in Easttown’s 2018 Comprehensive Plan
30) in the northeastern area of Easttown update. In 2019, DVRPC agreed to partner with
and stretching into neighboring Tredyffrin the Township, SEPTA, and Chester County on
Township. In addition to the SEPTA station, the Devon Station Multimodal Access Study,
the neighborhood is notably home to the with funding from the “PennDOT Connects”
Devon Horse Show and Country Fair property, program.
which hosts occasional large equestrian and
other events, and the newly redeveloped This study builds on Easttown’s Workshop attendees review materials and
Devon Yard, a lifestyle center operated by Comprehensive Plan recommendations by particpate in feedback exercises, March 2020.
Urban Outfitters. Figure 3 identifies these creating a detailed inventory of mobility,
and other local destinations, as well as the built environment, and market conditions;
half-mile “station area” boundary, generally developing multimodal access and circulation
considered to be a walkable distance, and concepts; and identifying transit-supportive Chapter 3 outlines existing conditions,
nearby bus connections. The inset map shows land use strategies for the Devon Station Area. including transit service; points of interest;
the location of Devon Station within the larger Design concepts emerged from discussions multimodal access information; development
southeastern Pennsylvania region. with local stakeholders and residents, as well characteristics; and population, employment,
as analysis of prior and concurrent planning and real estate market trends.
SEPTA plans to improve and restore the Devon efforts, such as the Pedestrian and Bicycle
Station building and platforms in future years, Mobility Map and Devon Center district Chapter 4 describes pedestrian and bicycle
including full ADA compliance. However, visioning process. The stakeholder committee facilities that are commonly utilized to
several constraints in the surrounding area included representatives from SEPTA, CCPC, improve multimodal travel conditions.
restrict access to the station and mobility and the Township’s Planning and Zoning
across all modes, including an inconsistent Department and Board of Supervisors. In Chapter 5 presents recommendations aimed
sidewalk network, challenging intersections addition, the public was invited to an open at making the Devon Station Area more
and driveways, and a lack of bicycle facilities. house to share their opinions about challenges friendly to pedestrians and cyclists.
The station area also features a few vacant and preferred improvements in the station
buildings and lots, large surface parking lots, area. The document is structured as follows: Chapter 6 concludes the report with
and primarily auto-oriented businesses, which implementation strategies and resources.
contrast with the nearby historic and cultural Chapter 1 describes the study purpose and
assets and stable residential neighborhoods. background, and the guiding principles that As the Township and its partners continue to
Generating a cohesive development strategy informed the research and recommendations. invest in Devon Center, it is the hope that this
and sense of place for the station area is study can guide and inform decisions around
further complicated by overlapping property Chapter 2 summarizes recent planning work the community’s transportation facilities, land
interests. PennDOT owns the two major at the local and county levels. use, and the connections between them.
roadways from which users access the station,
8 | Delaware Valley Regional Planning CommissionChapter 1 – Introduction
Figure 3: Devon Station Regional Context
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Devon Station Multimodal Access Study | 9Guiding Principles
The following four principles guided the project team’s research and recommendations throughout the study
process.
Provide Safe Routes to Transit
All travelers encounter safety issues in Devon, and pedestrians and
bicycles are particularly vulnerable under the current station area
conditions. Safety challenges force Regional Rail riders to drive to the
station when many could theoretically walk or bike. They may also
inhibit people with mobility restrictions or without regular vehicle
access from living in, working in, and visiting Devon. Multimodal
interventions can help to create a more predictable and efficient
travel experience for all modes—by reducing crashes, calming traffic,
dedicating space to different users, and building connections that
better serve the community at large.
Make Transit, Walking, and Biking the Modes of Choice
Thoughtful interventions that encourage walking and biking to the
station can be relatively easy to implement, promote sustainability and
healthy lifestyles, and increase transit ridership. Most area residents,
including those that use Regional Rail, make some portion of their daily
trips by car. For many, doing so is their only option because they lack
pedestrian and bicycle facilities that comfortably connect them to their
destinations. A network of multimodal facilities equitably serves people
who do not have regular access to a vehicle while also making it easier
for vehicle owners to reduce their dependence on traveling by car.
10 | Delaware Valley Regional Planning CommissionChapter 1 – Introduction
Promote Transit-Supportive Development Patterns
As one of just 10 Regional Rail stations serving Chester County, Devon
is home to a significant transit asset. Reinvesting in and around rail
infrastructure is an important way for a community to grow sustainably
and remain a competitive place to live and work. Concentrating new
development around Devon Station can enable residents and workers
to drive less while walking, biking, and taking transit more often.
Devon Center should host a mix of housing, employment, and services
with context-sensitive density and intensity—highest around Route 30
and properly transitioning to the lower-scale residential neighborhoods
to the north and south.
Enhance Sense of Place
Devon is a unique and historic place, but the auto-centric
development pattern along Route 30 contrasts with the distinct
character of its walkable, residential neighborhoods and unique
features like the Devon Horse Show. Transit, pedestrian, and bicycle
facilities can contribute to sense of place and enrich civic pride,
diversify the users and beneficiaries of public space, and support
economic growth. In addition to physical upgrades that accommodate
multimodal traffic, the Devon Station Area would benefit from
placemaking elements that have thematic consistency and foster a
uniformly inviting public realm, so that residents and visitors alike feel
more welcome to linger and enjoy what the neighborhood can offer
beyond the view from their windshields.
Devon Station Multimodal Access Study | 11A Note on COVID-19
The outbreak of COVID-19 in early 2020 has disrupted many of the traditional aspects of how we
live, work, travel, and recreate. Although the long-term effects on transportation remain to be
seen, the importance of walking and biking as a form of transportation and a way to maintain
a healthy and active lifestyle has only been made more certain. Transportation officials have
looked to new, innovative, and flexible street design and management tools to help keep essential
workers and goods moving, provide safe access to essential businesses, and ensure that people
have adequate spaces to spend time outdoors. The pandemic has also reinforced the notion that
communities with a mix of land uses enable residents to take on daily tasks without needing to
travel long distances or forgo physical distancing guidelines.
Much of the analysis conducted for this study occurred before the spread of COVID-19 began.
However, the recommendations offer the Township and its partners many options to improve the
pedestrian and bicycle experience, pursue sustainable growth and development, and enhance the
public realm in Devon. For example, modifying the intersection of N. Waterloo Road and Station
Avenue (see pp. 64–72) would allow residents who live north of Devon Station to safely walk or
bike to Devon Yard; Patient First urgent care; or parks, schools, trails, and other amenities situated
south of Route 30.
Experimental “pop-up” or temporary treatments can be useful ways to respond promptly to the
various mobility, health, social, and economic challenges that COVID-19 has presented to local
residents, employees, businesses, and visitors. Improving nonmotorized travel options, enhancing
access to recreational facilities, and supporting local businesses should be key priorities for the
Township and its partners to support the community for both the duration of the pandemic and
similar health crises that may strike in the future.
There are still planning lessons to learn about COVID-19, and municipalities will need to take heed
of its potential long-term implications. Despite this uncertainty, the role of public transportation
is already well established and will not go away, even with a pandemic. Stakeholders will need to
ensure that future projects can maximize the benefits of supporting transit, nonmotorized travel,
and smart growth development while ensuring the health, safety, and well-being of residents.
12 | Delaware Valley Regional Planning CommissionChapter 2
Recent Planning Initiatives
Planning work in Easttown Township
and the Devon Station Area is
ongoing, and this study aims to
acknowledge and incorporate
relevant recommendations from past
and concurrent projects to ensure
consistency across future decision
making and implementation efforts.
This chapter presents brief summaries
of some of the more recent initiatives
and related local work. Township
plans are presented first, followed by
relevant county planning documents.
Devon Station Multimodal Access Study | 132018 Easttown Township Proposed Devon Center District Map and Boundaries
Comprehensive Plan
The Easttown Comprehensive Plan
provides long-range guidance for land use,
transportation, economic development,
housing, public facilities, and historic and
natural resources throughout the Township. 2
Three of the Comprehensive Plan’s “Issues
and Priorities” relate specifically to the Devon
Station Area. They are described below.
Improve Pedestrian and Bicyclist Mobility
The Comprehensive Plan highlights the
need to enhance mobility and safety for
nonmotorized users. To accomplish this
goal, it recommends improving pedestrian
and cyclist infrastructure, calming vehicle
traffic, and promoting land development
that supports multimodal transportation.
Buildings in the commercial corridor are
encouraged to be oriented toward Lancaster
Avenue, with a mix of retail, residential, office, Image Source: Glackin Thomas Panzak
and entertainment uses. Excessive driveways
are discouraged and, where feasible, the Plan
suggests replacing existing curb cuts with Make Route 30 a Complete Street for the area.” The project convened a task
sidewalks and landscaping. New zoning code The Comprehensive Plan recommends force to develop updated zoning specifications
amendments that require multimodal facilities transforming parts of Route 30 into a and design guidelines for Devon Center, a
are discussed. Finally, the Plan includes a Complete Street by considering a road diet. proposed boundary that is shown above.
Pedestrian and Bicycle Mobility Map that This would reduce the number of travel The task force’s work was completed in
prioritizes connections throughout the lanes in order to redistribute space for other September 2019. An ordinance was drafted
Township. The map is shown in Figure 4. users and modes. Narrowing the cartway on with guidance from the Easttown Planning
Lancaster Avenue would also allow for safer Commission through November 2020, and
Establish a Vision for Devon Center pedestrian crossings, which could be further the Board of Supervisors will consider the
The neighborhood surrounding Devon Station improved with textured crosswalks. The plan zoning amendment in 2021, which could
is a focus area in the Comprehensive Plan emphasizes the need to further study how a bring changes to the built environment in the
due to the mix of uses, convergence of major road diet would impact traffic flow. station area.
transportation routes and facilities, and sense
of place. The plan proposes refining the 2019–20 Devon Center Project 2014 TPD Devon Yard
pedestrian network to facilitate safe travel Transportation Impact Study
The Devon Center Visioning and Zoning
between neighborhoods, the train station,
Amendment Project 3 is a Township planning Before the construction of the Devon Yard
and other key destinations. It also suggests
effort that addresses a recommendation from development, Traffic Planning and Design,
supporting businesses on Route 30 through
the Comprehensive Plan—to “proactively Inc. (TPD) produced a Transportation Impact
measures that enhance the infrastructure and
direct development in Devon Center through Study to estimate the expected traffic impacts
streetscapes of Devon Center.
a public process that identifies a clear vision and recommend related improvements to
14 | Delaware Valley Regional Planning CommissionChapter 2 – Recent Planning Initiatives
Figure 4: Easttown Township Pedestrian and Bicycle Mobility Map
Source: Easttown Township, 2018
Devon Station Multimodal Access Study | 15optimize multimodal access and amenities. Land Use Patterns established cycling routes, bike parking, and
TPD suggested that methods be investigated The county plan suggests that intensified bike sharing options at all transit hubs. The
to improve pedestrian access to the adjacent development that mixes land uses is suitable authors also endorse an appropriate land use
Devon Station, which was an impetus for for Suburban Centers. In general, Landscapes3 mix and density near train stations to enhance
DVRPC’s study. Efforts to reduce cut-through recommends TOD near Chester County’s few ridership potential, such as convenience retail
traffic in adjacent residential areas were also rail stations, including the construction of new and higher-density residences.
recommended. Many improvements have housing types, more office and retail options,
since been implemented, such as changes to and other community facilities. Repurposing 2014 Chester County Public
lane configurations and the addition of a high- obsolete structures and sites and encouraging Transportation Plan
visibility crosswalk with pedestrian-activated sustainable development are considered
flashing beacon signal at Devon Boulevard, critical to the growth of Suburban Centers. This plan identifies the county’s public
as well as new sidewalks, a bus shelter, and transportation needs in conjuction with
accessible curb ramps. Infrastructure and Transportation projected growth in population and jobs.7
The county also urges the expansion of The county notes that bicycle and pedestrian
2009 Devon Train Station transportation infrastructure and amenities facilities should be added in and around rail
alongside new development, in order to stations to connect transportation resources
Conceptual Design Report with nearby destinations. Developers
create an integrated multimodal network
Funded by DVRPC’s Transportation and that accommodates all users. Additional and local officials are expected to foster
Community Development Initiative program, pedestrian and bicycle facilities would improve transit-supportive facilities and land uses
this report was prepared by TranSystems and connections between uses in Suburban through clear and ambitious ordinances
DPK&A Architects to examine restoration Centers and their surrounding neighborhoods, and development proposals. Better bus-to-
options for the historic Devon Station increasing transportation choices and rail connectivity is encouraged in order to
building.4 Two concepts were drafted, both recreation opportunities. The county suggests enhance the multimodal transit experience.
with raised platforms to make the station designs like buffered sidewalks and clear While expanding station parking may be
ADA-compliant. One concept would also crosswalks along streets, within parking necessary, shared parking arrangements
raise the building for continued use by lots, and between buildings, as well as direct and maximizing existing parking facilities are
SEPTA for ticketing and other passenger connections to trail networks. Landscapes3 recommended.
needs. The alternative concept calls for the also recommends the expansion of bus and
construction of a new ticket office, with reuse rail service to accommodate projected growth 2005 Chester County Passenger Rail
of the existing building by other commercial in population and employment density. Stations Technical Memorandum
tenants. No consideration was given to
additional development on or around the site, Prepared by CCPC, this document was used
2016 Multi-Modal Circulation to guide the creation of an early version of
but improvements like increased parking,
improved paving, landscaping, lighting, Handbook for Chester County the Public Transportation Plan. 8 The memo
curbing, and sidewalks were recommended. This handbook was prepared by the county includes a technical analysis of conditions
Board of Commissioners and Planning at, and potential improvements, for each of
2018 Chester County Comprehensive Commission and provides guidance for the county’s rail stations. As it would in later
accommodating all transportation modes in plans, the county recommended transit-
Plan (Landscapes3) supportive land uses and more pedestrian and
the land development process.6 With respect
Landscapes3 was created as an updated to its rail stations, the county notes that limits bicycle facilities within a two-mile radius of all
guide for future development countywide. 5 to parking capacity are compounded by the stations. Key issues identified at Devon Station
The plan characterizes Devon as a Suburban lack of first- and last-mile connections for 15 years ago echo those observed today:
Center, recommending flexible and diverse nonmotorized users. It recommends adding buildings in disrepair, parking at capacity, and
land uses and greater multimodal connectivity drop-off areas, shuttle/bus parking, a complete poor vehicular circulation.
to accommodate substantial future growth. network of sidewalks and crosswalks,
16 | Delaware Valley Regional Planning CommissionChapter 3
Existing Conditions
This chapter summarizes and
documents existing conditions within
the Devon Station Area. This analysis
was undertaken by the project team to
learn more about the study area and
to highlight factors that influence the
environment for walking and biking
and transit-supportive development.
Many of the observations described
in this chapter have informed the
recommendations that follow in
Chapter 5.
Devon Station Multimodal Access Study | 17Transit Context Figure 5: Aerial View of Devon Station
SEPTA’s Devon Regional Rail Station is
located at 1 N. Devon Boulevard in Devon, a
DEVON STATION
commercial center in northeastern Easttown
Pa o
Township, near the border with Tredyffrin li/ T
Township. Figure 5 provides an aerial view of h orn
dal
the station. e Li Northern
ne Parking Area
The majority of the station site is set back
north and east from the intersection of Outbound Platform
Lancaster Avenue (U.S. Route 30) and d
oR
Waterloo Road and contains the station
te rlo
Wa
Daily Parking
building, inbound platform, and a parking area Driv
with both daily spaces and monthly permit
ew a Inbound Platform
SEPTA Bus Stops y
spaces. The station building was built in 1883
by the Pennsylvania Railroad. The smaller, way
Drive Permit Parking
northern portion of the station, accessible y
from Waterloo Road, contains the outbound wa
platform and a smaller daily parking area. The
L an
cas rive
two sides of the station are connected via an ter
Ave D
underground pedestrian tunnel, shown in a
photo on the facing page.
SEPTA Bus Route 106 travels by Devon Station
on Lancaster Avenue, with stops located at
Waterloo Road and Devon Boulevard. Much
vd
of the route runs parallel to the Regional Rail Bl
n
vo
line from Paoli Hospital to Ardmore. Its eastern Image Source: Google, 2020
terminus is at the 69th Street Transportation
D e
Center in Upper Darby, Delaware County.
Figure 6: SEPTA Paoli/Thorndale Regional Rail Line Stations
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18 | Delaware Valley Regional Planning CommissionChapter 3 – Existing Conditions
Transit Service Overview
Situated approximately 16 track miles and 15
station stops from Philadelphia’s Suburban
Station, Devon Station is served by SEPTA’s
Paoli/Thorndale Regional Rail line. The route
is depicted in Figure 6. Inbound service
reaches destinations in Chester, Delaware,
Montgomery, and Philadelphia counties
with further connections to Amtrak, Port
Authority Transit Corporation (PATCO), and
New Jersey Transit services. Outbound service
extends westward into Chester County, where
passengers can also connect to Amtrak routes
serving Lancaster and Harrisburg.
Commuters access the inbound platform during An underground tunnel connects the inbound and
Service begins at Devon Station weekdays morning peak hours, September 2019. outbound platforms.
just after 5:00 AM to inbound destinations and
just after 8:00 AM in the outbound direction.
Table 1. Paoli/Thorndale Line Service Information
More details about the Paoli/Thorndale Line
schedule can be found in Table 1, including Inbound Service (March 2020) Weekdays Saturday Sunday
frequency and service start and end times
for inbound trains. SEPTA began operating
reduced Regional Rail schedules during the Peak Frequency 20–30 minutes N/A N/A
onset of the COVID-19 pandemic, reflected in
the bottom of Table 1. Begin Service 5:13 AM 6:32 AM 6:32 AM
A weekday train trip from Devon Station to Last Trip 11:40 PM 2:20 AM 11:49 PM
Center City Philadelphia takes about 40 to 45
minutes. On-time performance for the Paoli/ Off-Peak Frequency 30–40 minutes 30–60 minutes* 60 minutes*
Thorndale Line was 84 percent in 2018.9 By
*Indicates larger gap of service between 10:30 PM and 12:00 AM
comparison, the approximately 20-mile drive,
mostly along I-76, can be as short as just under
an hour and as long as 1 hour and 40 minutes Inbound Service (August 2020) Weekdays Saturdays, Sundays, and
during peak commute hours according to cell Major Holidays
phone and GPS data collected anonymously in Peak Frequency 30 minutes N/A
2019 by INRIX.10
Begin Service 5:13 AM 6:02 AM
According to 2017 estimates, typical weekday
ridership is 465 passengers. Daily passenger Last Trip 10:32 PM 11:02 PM
totals rebounded over recent years after a slow
pattern of decline dating back to the 1980s. Off-Peak Frequency 50–60 minutes 60–120 minutes
The station is well used during typical journey-
Source: SEPTA Schedules, March 8, 2020, and August 16, 202011
to-work peak times on weekdays, between
6:30 and 9:00 AM for inbound trips and
between 5:00 and 7:00 PM for outbound trips.
Devon Station Multimodal Access Study | 19Station Area
Overview
For the purposes of this study, the Devon
Station Area is defined as the area within
one half-mile of the station, as shown in
Figure 7. This radius around the station,
which covers approximately 500 acres, is
frequently used as a basis for planning studies
because it theoretically encompasses origins,
destinations, and neighborhoods that can be
reached on foot within a reasonable amount of
time. The average person can walk one half-
mile in approximately 10 minutes.
The Devon Station Area covers a large part of
Devon Center, a retail and office district that
is located between the Paoli/Thorndale Line The Devon Horse Show and Country Fair, located Patient First, located immediately east of
railroad tracks and Berkley Road. This area across Lancaster Avenue from the station, the station site. The SEPTA bus shown carries
is part of a larger commercial corridor that between Dorset and Valley Forge roads. passengers westbound on Bus Route 106, toward
extends along Lancaster Avenue through the Paoli.
northern part of Easttown, between the Devon
neighborhood and the Village of Berwyn, as
well as into neighboring municipalities.
Lancaster Avenue is the main arterial
thoroughfare in Devon and the properties
along this stretch of the roadway serve as
landmarks that help to define the station area.
These landmarks include the Devon Horse
Show property, Devon Yard complex, Devon
Lanes, and the auto dealerships located west
of Waterloo Road. These and other points of
interest are also identified in Figure 7. Some
are also shown in the photos at right.
The interior of Devon Yard, located directly across Devon Lanes, located to the west of the station
Lancaster Avenue from Devon Station. near Fairfield Road.
20 | Delaware Valley Regional Planning CommissionChapter 3 – Existing Conditions
Figure 7: Devon Station Area with Points of Interest
Cont
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Devon Station Multimodal Access Study | 21Road Network
Lancaster Avenue and Waterloo Road, two the railroad tracks, shown in the photo at right.
major state-owned roads, are the primary Waterloo Road is one of the few streets in the
routes by which to access Devon Station. area that allow passage under the railroad
Route 30 has a speed limit of 40 miles per hour tracks. The next nearest crossings are a half-
(mph) and varies in width. Near the station, mile to the east and one mile to the west.
it has two 10-foot lanes in each direction, Around 200 feet north of this tunnel is a fourth
with a curb-to-curb width of 50 feet. There station driveway, the only one used to access
are small shoulders of about 4.5 feet on both the north parking lot and outbound platform.
sides. In the western part of the study area, This driveway is at a complex K-shaped
Lancaster Avenue widens to around 55 feet intersection, which allows entry and exit for
with narrower shoulders and a 10-foot center the SEPTA station, as well as for the residential
turning lane. In 2018, average daily traffic Station Avenue. N. Waterloo Road forms part
volumes measured around 7,000 westbound of an important north-south link to Route 202,
vehicles and 7,800 eastbound vehicles (see Valley Forge, and King of Prussia.
Table 2). Waterloo Road defines the western boundary of
South of Route 30, S. Waterloo Road extends the station property. The outbound platform and
There are two driveways for Devon Station on past Devon Yard and other commercial a parking lot are accessible from near the location
Lancaster Avenue. One is at Devon Boulevard, properties and transitions to a residential shown. The tunnel that carries motorists beneath
where passengers can access the station’s street south of Berkley Road. Accordingly, the railroad is partly shown.
south parking lot and inbound platform, as traffic volumes were slightly lower here, at
well as a small office building with private around 5,200 vehicles. S. Waterloo Road
parking. In 2019, a new crosswalk was installed eventually meets Newtown Road, linking Table 2. Directional Traffic Counts
at Devon Boulevard with a pedestrian- traffic to points south in Delaware County. Date Road Direction AADT
activated signal, connecting the station
driveway to the new Devon Yard complex. The Other primary roadways in the area are
08/2018 Lancaster Ave EB 7,781
other station driveway is a one-way diagonal described below. 08/2018 Lancaster Ave WB 6,995
cutting through the site from the northeast 11/2017 N. Waterloo Rd Both 6,881
corner of Waterloo Road. The diagonal • Devon Boulevard provides access to 07/2016 S. Waterloo Rd Both 5,232
driveway provides vehicular access not only the front of Devon Yard and its primary Source: DVRPC
to the station, but also to Devon’s post office, parking facilities. It is a two-lane bi-
Liberty gas station, and the rear entrance of directional road south of Route 30 lined
the aforementioned office building. with free two-hour parking stalls.
Adjacent to and north of the station, N. • Dorset Road, southeast of the station,
Waterloo Road has two 10- to 11-foot lanes, provides access to the Devon Horse Show
with shoulders varying in width from 3 to 14 and associated parking, and extends into
feet, and a speed limit of 35 mph. A total of residential areas south of Berkley Road.
around 6,900 northbound and southbound
vehicles were counted in 2017. Less than a 10th • Berkley Road runs mostly parallel to Route
of a mile north of Route 30 is a third driveway 30, one block south of the station. Berkley
to Devon Station’s south parking lot and Road separates the mostly commercial
inbound platform, opposite Devon Park Court. properties along Lancaster Avenue from
Just north of this driveway, Waterloo Road residential communities to the south.
narrows considerably through a tunnel under
22 | Delaware Valley Regional Planning CommissionChapter 3 – Existing Conditions
SEPTA Passenger Access
In order to make recommendations that How do people get to Devon Station?
improve pedestrian and bicycle accessibility in In general, people travel to Devon Station by doing one of the following: drive
the future, it is important to understand how and park, get dropped off, take the bus, and walk or bike. The graphic below
passengers currently arrive at and depart from illustrates the share of Devon Station commuters who used each of these options,
Devon Station. according to SEPTA’s recent observations. Over half of passengers use SEPTA
station parking, using one of the 267 spaces available in one of the two parking
lots, which are located adjacent to each platform. All parking spaces at the
Park-and-Ride Origins station are typically in use.
Roughly 57 percent of weekday passengers
drive to the station and park in one of two lots, Around four in every 10 passengers are dropped off or walk up to the station from
one to the north and the other to the south of surrounding areas. One percent or fewer rail customers take the bus or bike to
the platforms. In total there are 267 parking the station, shown in dark gray on the chart below.
spaces, including 166 daily spaces, available on
a first-come, first-serve basis, and 101 permit
spaces reserved for those permitted by SEPTA SEPTA Passenger Access Data, 2015
with a monthly pass.
2%
The parking lots at Devon Station were
surveyed by DVRPC staff three times in the
465 bus or bike
last 10 years (2011, 2017, and 2018) to gather passengers per weekday
park-and-ride origin data. Collecting and
41%
interpreting passenger origins enables
planners to determine where changes to
267 walk or get
total parking spaces
the local transportation network can benefit dropped off
station users, including roads, sidewalks,
and bicycle infrastructure. The origin data
is displayed in Figure 8 on the next page,
100%
showing some of the general locations from parking utilization
which commuters who parked at Devon 57%
Station traveled. Data is based on fieldwork drive and park
completed in September 2018, between 10:00
AM and 2:00 PM. Source: SEPTA
As the map indicates, many people who drive
and park at the station come from areas just
to the north. This includes neighborhoods less proximate to Berwyn and Daylesford is a distance that most people would feel
in the northern part of Easttown along N. stations. These origins are primarily from comfortable biking. Approximately 30 percent
Valley Forge and N. Waterloo roads. Many neighborhoods near Sugartown, S. Waterloo, of park-and-ride origins travel from within just
park-and-ride passengers also travel from and Newtown roads. a one-mile radius of the station, which could
central Tredyffrin. In addition, several people be considered walking distance.
drive from points to the south, especially About half of the parking users travel from
in the eastern parts of Easttown that are within a two-mile radius of the station. This
Devon Station Multimodal Access Study | 23You can also read
